Hybrid vehicle clutch control system

ABSTRACT

A vehicle includes a powertrain and a controller. The powertrain includes a transmission torque converter having a bypass clutch disposed between an electric machine and a drive wheel. The controller is programmed to adjust a closed-state torque capacity of the bypass clutch according and in proportion to the greater in absolute value of a negative impeller torque command to the torque converter and a negative regenerative braking torque request.

TECHNICAL FIELD

The present disclosure relates to hybrid/electric vehicles.

BACKGROUND

Hybrid vehicles may include a transmission that has a torque converterand is disposed between an electric machine, such as a motor/generator,and the drive wheels of the vehicle.

SUMMARY

A vehicle system includes a controller that is programmed to adjust aclosed-state torque capacity of a clutch, that bypasses a torqueconverter of a transmission and is disposed between an electric machineand a drive wheel, according and in proportion to the greater inabsolute value of a negative impeller torque command to the torqueconverter and a negative regenerative braking torque request.

A vehicle includes a powertrain and a controller. The powertrainincludes a transmission torque converter having a bypass clutch disposedbetween an electric machine and a drive wheel. The controller isprogrammed to adjust a closed-state torque capacity of the bypass clutchaccording and in proportion to the greater in absolute value of anegative impeller torque command to the torque converter and a negativeregenerative braking torque request.

A vehicle includes an engine, electric machine, torque converter bypassclutch, and a controller. The engine and electric machine are eachconfigured to deliver power to a drive wheel through a transmissionhaving a torque converter. The electric machine is also configured torecharge a battery during regenerative braking. The torque converterbypass clutch is disposed between the electric machine and the drivewheel. The controller is programmed to adjust a closed-state torquecapacity of the bypass clutch according and in proportion to the greaterin absolute value of a negative impeller torque command to the torqueconverter and a negative regenerative braking torque request.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of an exemplary powertrain of ahybrid electric vehicle;

FIG. 2 is flowchart illustrating a vehicle powertrain controller;

FIG. 3 is a flowchart illustrating a wheel torque generating unit of thepowertrain controller;

FIG. 4 is a flowchart illustrating a power plant control unit of thepowertrain controller;

FIG. 5 is a flowchart illustrating an interface between a vehiclecontrol unit of the powertrain controller and a brake control unit ofthe powertrain controller;

FIG. 6 is an exemplary graph illustrating the relationships betweenwheel torque, regenerative braking torque, and friction braking torque;

FIG. 7 is a flowchart illustrating an interface between the vehiclecontrol unit of the powertrain controller and a transmission controlunit of the powertrain controller;

FIG. 8 is an exemplary graph illustrating the relationships betweenwheel torque, regenerative braking torque, and the torque capacity of atorque converter bypass clutch;

FIG. 9 is a flowchart illustrating a method for controlling the torquecapacity of the torque converter bypass clutch;

FIG. 10 is a flowchart further illustrating the method for controllingthe torque capacity of the torque converter bypass clutch;

FIG. 11 is an exemplary graph illustrating the relationships between animpeller torque command, a regenerative braking torque request, and thetorque capacity of the torque converter bypass clutch during a vehicledeceleration event that includes both an accelerator pedal tip-out and abrake pedal release; and

FIG. 12 is an exemplary graph illustrating the relationships between animpeller torque command, a regenerative braking torque request, and thetorque capacity of the torque converter bypass clutch during a zeroinput power shift.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to beunderstood, however, that the disclosed embodiments are merely examplesand other embodiments may take various and alternative forms. Thefigures are not necessarily to scale; some features could be exaggeratedor minimized to show details of particular components. Therefore,specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a representative basis forteaching one skilled in the art to variously employ the embodiments. Asthose of ordinary skill in the art will understand, various featuresillustrated and described with reference to any one of the figures maybe combined with features illustrated in one or more other figures toproduce embodiments that are not explicitly illustrated or described.The combinations of features illustrated provide representativeembodiments for typical applications. Various combinations andmodifications of the features consistent with the teachings of thisdisclosure, however, could be desired for particular applications orimplementations.

Referring to FIG. 1, a schematic diagram of a hybrid electric vehicle(HEV) 10 is illustrated according to an embodiment of the presentdisclosure. FIG. 1 illustrates representative relationships among thecomponents. Physical placement and orientation of the components withinthe vehicle may vary. The HEV 10 includes a powertrain 12. Thepowertrain 12 includes an engine 14 that drives a transmission 16, whichmay be referred to as a modular hybrid transmission (MHT). As will bedescribed in further detail below, transmission 16 includes an electricmachine such as an electric motor/generator (M/G) 18, an associatedtraction battery 20, a torque converter 22, and a multiple step-ratioautomatic transmission, or gearbox 24.

The engine 14 and the M/G 18 are both drive sources for the HEV 10. Theengine 14 generally represents a power source that may include aninternal combustion engine such as a gasoline, diesel, or natural gaspowered engine, or a fuel cell. The engine 14 generates an engine powerand corresponding engine torque that is supplied to the M/G 18 when adisconnect clutch 26 between the engine 14 and the M/G 18 is at leastpartially engaged. The M/G 18 may be implemented by any one of aplurality of types of electric machines. For example, M/G 18 may be apermanent magnet synchronous motor. Power electronics condition directcurrent (DC) power provided by the battery 20 to the requirements of theM/G 18, as will be described below. For example, power electronics mayprovide three phase alternating current (AC) to the M/G 18.

When the disconnect clutch 26 is at least partially engaged, power flowfrom the engine 14 to the M/G 18 or from the M/G 18 to the engine 14 ispossible. For example, the disconnect clutch 26 may be engaged and M/G18 may operate as a generator to convert rotational energy provided by acrankshaft 28 and M/G shaft 30 into electrical energy to be stored inthe battery 20. The disconnect clutch 26 can also be disengaged toisolate the engine 14 from the remainder of the powertrain 12 such thatthe M/G 18 can act as the sole drive source for the HEV 10. Shaft 30extends through the M/G 18. The M/G 18 is continuously drivablyconnected to the shaft 30, whereas the engine 14 is drivably connectedto the shaft 30 only when the disconnect clutch 26 is at least partiallyengaged.

The M/G 18 is connected to the torque converter 22 via shaft 30. Thetorque converter 22 is therefore connected to the engine 14 when thedisconnect clutch 26 is at least partially engaged. The torque converter22 includes an impeller fixed to M/G shaft 30 and a turbine fixed to atransmission input shaft 32. The torque converter 22 thus provides ahydraulic coupling between shaft 30 and transmission input shaft 32. Thetorque converter 22 transmits power from the impeller to the turbinewhen the impeller rotates faster than the turbine. The magnitude of theturbine torque and impeller torque generally depend upon the relativespeeds. When the ratio of impeller speed to turbine speed issufficiently high, the turbine torque is a multiple of the impellertorque. A torque converter bypass clutch (also known as a torqueconverter lock-up clutch) 34 may also be provided that, when engaged,frictionally or mechanically couples the impeller and the turbine of thetorque converter 22, permitting more efficient power transfer. Thetorque converter bypass clutch 34 may be operated as a launch clutch toprovide smooth vehicle launch. Alternatively, or in combination, alaunch clutch similar to disconnect clutch 26 may be provided betweenthe M/G 18 and gearbox 24 for applications that do not include a torqueconverter 22 or a torque converter bypass clutch 34. In someapplications, disconnect clutch 26 is generally referred to as anupstream clutch and launch clutch 34 (which may be a torque converterbypass clutch) is generally referred to as a downstream clutch.

The gearbox 24 may include gear sets (not shown) that are selectivelyplaced in different gear ratios by selective engagement of frictionelements such as clutches and brakes (not shown) to establish thedesired multiple discrete or step drive ratios. The friction elementsare controllable through a shift schedule that connects and disconnectscertain elements of the gear sets to control the ratio between atransmission output shaft 36 and the transmission input shaft 32. Thegearbox 24 is automatically shifted from one ratio to another based onvarious vehicle and ambient operating conditions by an associatedcontroller, such as a powertrain control unit (PCU). Power and torquefrom both the engine 14 and the M/G 18 may be delivered to and receivedby gearbox 24. The gearbox 24 then provides powertrain output power andtorque to output shaft 36.

It should be understood that the hydraulically controlled gearbox 24used with a torque converter 22 is but one example of a gearbox ortransmission arrangement; any multiple ratio gearbox that accepts inputtorque(s) from an engine and/or a motor and then provides torque to anoutput shaft at the different ratios is acceptable for use withembodiments of the present disclosure. For example, gearbox 24 may beimplemented by an automated mechanical (or manual) transmission (AMT)that includes one or more servo motors to translate/rotate shift forksalong a shift rail to select a desired gear ratio. As generallyunderstood by those of ordinary skill in the art, an AMT may be used inapplications with higher torque requirements, for example.

As shown in the representative embodiment of FIG. 1, the output shaft 36is connected to a differential 40. The differential 40 drives a pair ofwheels 42 via respective axles 44 connected to the differential 40. Thedifferential transmits approximately equal torque to each wheel 42 whilepermitting slight speed differences such as when the vehicle turns acorner. Different types of differentials or similar devices may be usedto distribute torque from the powertrain to one or more wheels. In someapplications, torque distribution may vary depending on the particularoperating mode or condition, for example.

The powertrain 12 further includes an associated controller 50 such as apowertrain control unit (PCU). While illustrated as one controller, thecontroller 50 may be part of a larger control system and may becontrolled by various other controllers throughout the vehicle 10, suchas a vehicle system controller (VSC). It should therefore be understoodthat the powertrain control unit 50 and one or more other controllerscan collectively be referred to as a “controller” that controls variousactuators in response to signals from various sensors to controlfunctions such as starting/stopping engine 14, operating M/G 18 toprovide wheel torque or charge battery 20, select or scheduletransmission shifts, etc. Controller 50 may include a microprocessor orcentral processing unit (CPU) in communication with various types ofcomputer readable storage devices or media. Computer readable storagedevices or media may include volatile and nonvolatile storage inread-only memory (ROM), random-access memory (RAM), and keep-alivememory (KAM), for example. KAM is a persistent or non-volatile memorythat may be used to store various operating variables while the CPU ispowered down. Computer-readable storage devices or media may beimplemented using any of a number of known memory devices such as PROMs(programmable read-only memory), EPROMs (electrically PROM), EEPROMs(electrically erasable PROM), flash memory, or any other electric,magnetic, optical, or combination memory devices capable of storingdata, some of which represent executable instructions, used by thecontroller in controlling the engine or vehicle.

The controller communicates with various engine/vehicle sensors andactuators via an input/output (I/O) interface (including input andoutput channels) that may be implemented as a single integratedinterface that provides various raw data or signal conditioning,processing, and/or conversion, short-circuit protection, and the like.Alternatively, one or more dedicated hardware or firmware chips may beused to condition and process particular signals before being suppliedto the CPU. As generally illustrated in the representative embodiment ofFIG. 1, controller 50 may communicate signals to and/or from engine 14,disconnect clutch 26, M/G 18, battery 20, launch clutch 34, transmissiongearbox 24, and power electronics 56. Although not explicitlyillustrated, those of ordinary skill in the art will recognize variousfunctions or components that may be controlled by controller 50 withineach of the subsystems identified above. Representative examples ofparameters, systems, and/or components that may be directly orindirectly actuated using control logic and/or algorithms executed bythe controller include fuel injection timing, rate, and duration,throttle valve position, spark plug ignition timing (for spark-ignitionengines), intake/exhaust valve timing and duration, front-end accessorydrive (FEAD) components such as an alternator, air conditioningcompressor, battery charging or discharging (including determining themaximum charge and discharge power limits), regenerative braking, M/Goperation, clutch pressures for disconnect clutch 26, launch clutch 34,and transmission gearbox 24, and the like. Sensors communicating inputthrough the I/O interface may be used to indicate turbocharger boostpressure, crankshaft position (PIP), engine rotational speed (RPM),wheel speeds (WS1, WS2), vehicle speed (VSS), coolant temperature (ECT),intake manifold pressure (MAP), accelerator pedal position (PPS),ignition switch position (IGN), throttle valve position (TP), airtemperature (TMP), exhaust gas oxygen (EGO) or other exhaust gascomponent concentration or presence, intake air flow (MAF), transmissiongear, ratio, or mode, transmission oil temperature (TOT), transmissionturbine speed (TS), torque converter bypass clutch 34 status (TCC),deceleration or shift mode (MDE), battery temperature, voltage, current,or state of charge (SOC) for example.

Control logic or functions performed by controller 50 may be representedby flow charts or similar diagrams in one or more figures. These figuresprovide representative control strategies and/or logic that may beimplemented using one or more processing strategies such asevent-driven, interrupt-driven, multi-tasking, multi-threading, and thelike. As such, various steps or functions illustrated may be performedin the sequence illustrated, in parallel, or in some cases omitted.Although not always explicitly illustrated, one of ordinary skill in theart will recognize that one or more of the illustrated steps orfunctions may be repeatedly performed depending upon the particularprocessing strategy being used. Similarly, the order of processing isnot necessarily required to achieve the features and advantagesdescribed herein, but is provided for ease of illustration anddescription. The control logic may be implemented primarily in softwareexecuted by a microprocessor-based vehicle, engine, and/or powertraincontroller, such as controller 50. Of course, the control logic may beimplemented in software, hardware, or a combination of software andhardware in one or more controllers depending upon the particularapplication. When implemented in software, the control logic may beprovided in one or more computer-readable storage devices or mediahaving stored data representing code or instructions executed by acomputer to control the vehicle or its subsystems. The computer-readablestorage devices or media may include one or more of a number of knownphysical devices which utilize electric, magnetic, and/or opticalstorage to keep executable instructions and associated calibrationinformation, operating variables, and the like.

An accelerator pedal 52 is used by the driver of the vehicle to providea demanded torque, power, or drive command to propel the vehicle. Ingeneral, depressing and releasing the accelerator pedal 52 generates anaccelerator pedal position signal that may be interpreted by thecontroller 50 as a demand for increased power or decreased power,respectively. A brake pedal 58 is also used by the driver of the vehicleto provide a demanded braking torque to slow the vehicle. In general,depressing and releasing the brake pedal 58 generates a brake pedalposition signal that may be interpreted by the controller 50 as a demandto decrease the vehicle speed. Based upon inputs from the acceleratorpedal 52 and brake pedal 58, the controller 50 commands the torque tothe engine 14, M/G 18, and friction brakes 60. The controller 50 alsocontrols the timing of gear shifts within the gearbox 24, as well asengagement or disengagement of the disconnect clutch 26 and the torqueconverter bypass clutch 34. Like the disconnect clutch 26, the torqueconverter bypass clutch 34 can be modulated across a range between theengaged and disengaged positions. This produces a variable slip in thetorque converter 22 in addition to the variable slip produced by thehydrodynamic coupling between the impeller and the turbine.Alternatively, the torque converter bypass clutch 34 may be operated aslocked or open without using a modulated operating mode depending on theparticular application.

To drive the vehicle with the engine 14, the disconnect clutch 26 is atleast partially engaged to transfer at least a portion of the enginetorque through the disconnect clutch 26 to the M/G 18, and then from theM/G 18 through the torque converter 22 and gearbox 24. The M/G 18 mayassist the engine 14 by providing additional power to turn the shaft 30.This operation mode may be referred to as a “hybrid mode” or an“electric assist mode.”

To drive the vehicle with the M/G 18 as the sole power source, the powerflow remains the same except the disconnect clutch 26 isolates theengine 14 from the remainder of the powertrain 12. Combustion in theengine 14 may be disabled or otherwise OFF during this time to conservefuel. The traction battery 20 transmits stored electrical energy throughwiring 54 to power electronics 56 that may include an inverter, forexample. The power electronics 56 convert DC voltage from the battery 20into AC voltage to be used by the M/G 18. The controller 50 commands thepower electronics 56 to convert voltage from the battery 20 to an ACvoltage provided to the M/G 18 to provide positive or negative torque tothe shaft 30. This operation mode may be referred to as an “electriconly” or “EV” operation mode.

In any mode of operation, the M/G 18 may act as a motor and provide adriving force for the powertrain 12. Alternatively, the M/G 18 may actas a generator and convert kinetic energy from the powertrain 12 intoelectric energy to be stored in the battery 20. The M/G 18 may act as agenerator while the engine 14 is providing propulsion power for thevehicle 10, for example. The M/G 18 may additionally act as a generatorduring times of regenerative braking in which torque and rotational (ormotive) energy or power from spinning wheels 42 is transferred backthrough the gearbox 24, torque converter 22, (and/or torque converterbypass clutch 34) and is converted into electrical energy for storage inthe battery 20.

It should be understood that the schematic illustrated in FIG. 1 ismerely exemplary and is not intended to be limiting. Otherconfigurations are contemplated that utilize selective engagement ofboth an engine and a motor to transmit through the transmission. Forexample, the M/G 18 may be offset from the crankshaft 28, an additionalmotor may be provided to start the engine 14, and/or the M/G 18 may beprovided between the torque converter 22 and the gearbox 24. Otherconfigurations are contemplated without deviating from the scope of thepresent disclosure.

During regenerative braking, it may be advantageous for the controlsystem of the HEV 10 to coordinate the operation of the powertrain andbraking systems to maximize fuel economy while also accounting forvehicle drivability. This may be accomplished by adapting the controlsystems to consider a wheel torque schedule, which may include anti-jerkcontrol, during a regenerative braking event. Failing to consider thewheel torque schedule during regenerative braking may lead to torqueholes during braking because the brake control is not aware of theactual status of the powertrain. This may also results in thetransmission unnecessarily capacitizing the torque converter to handlemore negative torques when the powertrain has not actually requested so,causing waste of energy.

Referring to FIG. 2, the controller (which may also be referred to asthe powertrain control unit or powertrain contoller) 50 is illustrated.Various functions of the controller 50 may be implemented via algorithmsand/or control logic that are stored within the memory of the controller50. The controller 50 includes a vehicle control unit 62 that isconfigured to generate a torque request to the wheels 42. The vehiclecontrol unit 62 communicates with a brake control unit 64 and atransmission control unit 66. The transmission control unit 66 may referto portion of the controller 50 that is used to control the transmissiongearbox 24, the torque converter 22, and/or the torque converter bypassclutch 34. The brake control unit 64 may refer to the portion of thecontroller 50 that is used to control either the friction brakes 60 orthe M/G 18 during regenerative braking. The controller 50 may include aseries of input channels and output channels to communicate with andcontrol various components of the HEV 10. Signals indicative of variousstates of the vehicle may be received by the controller 50 via the inputchannels and signals indicative of commands may be sent from thecontroller 50 to various components of the HEV 10. The controller 50 mayalso include internal input and output channels such that the variouscomponents (described in further detail below) that comprise thecontroller 50 may communicate with each other.

The vehicle control unit 62 includes a wheel torque generating unit (orpowertrain output torque generating unit) 68 that generates aconstrained wheel torque command or request (or constrained powertrainoutput torque command or request). The wheel torque generating unit 68transmits a signal indicative of the constrained wheel torque request toan interface 70 from the vehicle control unit 62 to the transmissioncontrol unit 66. The constrained wheel torque request transmitted to theinterface 70 may or may not the transmission regenerative braking torquelimits. The interface 70 generates a powertrain braking torque request.The interface 70 then transmits a signal indicative of the powertrainbraking torque request to the transmission control unit 66. Thetransmission control unit 66 in turn transmits a feedback signalindicative of a transmission regenerative braking torque limit to thewheel torque generating unit 68. The transmission regenerative brakingtorque limit may refer to the torque capacity of the transmissiongearbox 24, the torque converter 22, and the torque converter bypassclutch 34 depending on the current operating mode (e.g., is the bypassclutch 34 currently open, slipping, or locked), the current gearselection in the gearbox 24, and/or the stress/strain limits of thephysical components within the transmission gearbox 24, the torqueconverter 22, and the torque converter bypass clutch 34 during aregenerative braking event.

The wheel torque generating unit 68 also transmits a signal indicativeof the constrained wheel torque request to an interface 72 from thevehicle control unit 62 to the brake control unit 64. The constrainedwheel torque request transmitted to the interface 72 may or may notinclude vehicle stability torque limits. The interface 72 generates anavailable powertrain regenerative braking torque (or pow ertrainregenerative braking torque limit). The interface 72 then transmits asignal indicative of the available powertrain regenerative brakingtorque to the brake control unit 64. The brake control unit 64 in turntransmits a signal indicative of a vehicle stability torque limit to thewheel torque generating unit 68. The vehicle stability torque limit mayrefer to a maximum regenerative braking torque that can be applied onthe wheels without causing a vehicle yaw instability event.

The signal indicative of the constrained wheel torque may also betransmitted from the wheel torque generating unit 68 to a power plantcontrol unit 73. The power plant control unit 73 delivers torquecommands to the engine 14 and the M/G 18. The torque commands to theengine 14 and the M/G 18 that may be based on the constrained wheeltorque request.

Referring to FIG. 3, the wheel torque generating unit 68 of thecontroller 50 is illustrated. The wheel torque generating unit 68includes a wheel torque request determination unit (or powertrain outputtorque request determination unit) 74 and a wheel torque shaping unit(or powertrain output torque shaping unit) 76. The wheel torque requestdetermination unit 74 includes control logic and/or algorithms that areused to determine an actual wheel torque command or request (or actualpowertrain output torque command or request) based on inputs includingthe transmission regenerative braking torque limit, the vehiclestability torque, a charging limit of the battery 20, a torque limit ofthe M/G 18, a torque request based on the position of the acceleratorpedal 52, and a braking torque request based on the position of thebrake pedal 58 that is not modified, altered, or filtered or constrainedto either increase efficiency or improve drivability of the HEV 10. Oncethe actual wheel torque request is determined, the wheel torque requestdetermination unit 74 transmits a signal indicative of the actual wheeltorque request to the wheel torque shaping unit 76. The wheel torqueshaping unit 76 includes control logic and/or algorithms that are usedto generate the constrained wheel torque request. The constrained wheeltorque request is a modified, altered, or filtered torque request basedthe actual wheel or actual powertrain output torque request from thevehicle user. For example, the constrained wheel torque request mayproduce a wheel torque that deviates from an actual wheel torque requestof the vehicle user to either increase efficiency or improve drivabilityof the HEV 10. The constrained wheel torque request may be based on awheel or powertrain torque schedule, such as an anti-jerk torqueschedule, to prevent any NVH issues from occurring within the vehiclepowertrain or other components of the drivetrain at the time of changinggears, performing a tip-in/out, braking, etc. Other components of thedrivetrain may include the torque converter 22, gearbox 24, output shaft36, differential 40, and axles 44.

Referring to FIG. 4, the power plant control unit 73 of the powertraincontroller 50 is illustrated. The power plant control unit 73 includesan input torque request algorithm 75 that determines an engine torquecommand or request that is sent to the engine 14 and a M/G torquecommand or request that is sent to the M/G 18. The torque requests tothe both the engine 14 and the M/G 18 may refer to the amount ofrespective torques delivered to the input of the transmission 16 (i.e.,the torque to the torque converter 22 via the shaft 30) via the engine14 and the M/G 18. The input torque request algorithm 75 may base theengine torque request and the M/G torque request on either theconstrained wheel torque request or the actual wheel torque request,each depicted in FIG. 3. Under scenarios where the wheel torque islimited by some constraint (such as an anti-jerk constraint during alash crossing of the powertrain, discussed in further detail below), theconstrained wheel torque may be used to determine the engine torquerequest and the M/G torque request. Under scenarios where the wheeltorque is not limited by some constraint, the actual wheel torquerequest may be used to determine the engine torque request and the M/Gtorque request. The input torque algorithm 75 may also be restricted bythe transmission during transmission shifts that result in speedadjustments at the input of the transmission 16 (i.e., the torque to thetorque converter 22 via the shaft 30), which may require speed and/ortorque adjustments of the engine 14 and/or M/G 18. Feedback loops fromthe engine 14 and the M/G 18, respectively, may communicate actual ormeasured engine torque and actual or measured M/G torque back to theinput torque request algorithm 75. The input torque request algorithm 75may include a first feedback controller that adjusts the engine torquebased on the difference between the actual engine torque and the enginetorque request. The input torque request algorithm 75 may include asecond feedback controller that adjusts the motor torque based on thedifference between the actual M/G torque and the M/G torque request. Thefirst and second feedback loops may include a proportional term,integral term, derivative term, or any combination thereof. The enginetorque

Alternatively, the input torque request algorithm 75 may base the enginetorque request and the M/G torque request on an impeller torque request(or impeller torque command) of the torque converter 22. Under thealternative scenario where the engine torque request and the M/G torquerequest are based on the impeller torque request, the impeller torquemay or may not be limited by some constraint (such as an anti-jerkconstraint during a lash crossing of the powertrain). The impellertorque request may also be adjusted by interventions from thetransmission under certain scenarios (i.e., limits based on speed ortorque that prevent damage or failure of the transmission, especiallythe gearbox 24) except during a shift. The impeller torque may be thesum of the engine toque and the M/G torque adjusted for inertia. Thecommanded impeller torque may include positive values where torque isdelivered from the engine 14 and/or the M/G 18 to the drive wheels 42.The commanded impeller torque may also include negative values. Forexample, the commanded impeller torque may be negative during desiredperiods of regenerative braking where kinetic energy is transferred tothe M/G 18 via the drive wheels 42 or during desired periods of enginebraking.

Referring FIG. 5, the interface 72 between the vehicle control unit 62and the brake control unit 64 of the controller 50 is illustrated. FIG.5 also illustrates the how the brake control unit 64 calculates afriction brake torque request during a regenerative braking event. Theinterface 72 and brake control unit 64 include control logic and/oralgorithms that perform the various functions of the interface 72 andbrake control unit 62 that are described below.

The interface 72 includes a first input block 78, a second input block80, a third input block 82, a maximum block 84, and an arbitration block86. The first input block 78 transmits a signal indicative of thetransmission regenerative braking torque limit (which is generated bythe transmission control unit 66) to the maximum block. The second inputblock 80 transmits a signal indicative of the torque limit of the M/G 18(which may be limited by the capacity of the battery 20 receive charge)to the maximum block 84. The maximum block 84 determines the maximum ofthe transmission regenerative braking torque limit and the torque limitof the M/G 18 (taking into account the charge limit of the battery 20).Next, the maximum block 84 transmits a signal indicative of the maximumof transmission regenerative braking torque limit and torque limit ofthe M/G 18 (taking into account the charge limit of the battery 20) tothe arbitration block 86. The third input block 82 transmits a signalindicative of the constrained wheel torque request (which is generatedby the wheel torque generating unit 68) to the arbitration block 86. Thearbitration block 86 then transmits a signal indicative of the availablepowertrain regenerative braking torque to the brake control unit 64.

The brake control unit 64 includes a first input block 88, a secondinput block 90, a third input block 92, a fourth input block 94, and afriction brake torque request calculation block 96. The first inputblock 88 transmits a signal indicative of the available powertrainregenerative braking torque to the friction brake torque requestcalculation block 96. The available powertrain regenerative braking isreceived by the first input block from the arbitration block 86 of theinterface 72 between the vehicle control unit 62 and the brake controlunit 64. The second input block 90 transmits a signal indicative of theactual powertrain wheel torque (or actual powertrain output torque) tothe friction brake torque request calculation block 96. The actualpowertrain real torque may be received from the vehicle control unit 62or maybe transmitted from a sensor that is configured to detect thetorque at the wheels 42 (or the output of the powertrain). The thirdinput block 92 transmits a signal indicative of a total brake torquedemand to the to the friction brake torque request calculation block 96.The total brake torque demand may be based on a position of the brakepedal 58 caused by a user is depressing the brake pedal 58. The fourthinput block 94 transmits a signal indicative of the vehicle stabilitytorque limit to the to the friction brake torque request calculationblock 96. The vehicle stability torque limit may refer to a maximumregenerative braking torque that can be applied on the wheels withoutcausing a vehicle yaw instability event. The information input into thefriction brake torque request calculation block 96 is transformed into afriction brake torque request based on control logic and/or algorithmsthat are included within the friction brake torque request calculationblock 96. The friction brake torque request calculation block 96 thentransmits a signal indicative of the friction brake torque request tothe wheels 42.

Referring to FIG. 6, an exemplary graph representing the relationshipsbetween wheel torque, regenerative braking torque, and friction brakingtorque is illustrated. The relationships represented in the graph arebased on the functionality of the controller 50 including thefunctionality of, but not limited, the interface 72 and the brakecontrol unit 64. A first plot on the graph represents an unfiltereddemanded wheel torque (or unfiltered demanded powertrain output torque)98 plotted against time. The unfiltered demanded wheel torque maycorrespond to the actual wheel torque request depicted if FIG. 3. Theunfiltered demanded wheel torque 98 may be based on the torque commandsreceived from the user of the HEV 10 via the accelerator pedal 52 and/orbrake pedal 58. A second plot on the graph represents a filtereddemanded wheel torque (or filtered demanded powertrain output torque)100 plotted against time. The filtered demanded wheel torque maycorrespond to the constrained wheel torque request depicted in FIGS. 2and 3. The unfiltered demanded wheel torque 98 may be filtered accordingto a wheel torque schedule to coordinate the operation of the powertrainand braking systems to maximize fuel economy or improve vehicledrivability. For example, the filtered demanded wheel torque 100 mayfollow a torque schedule that slowly decreases the wheel (or powertrainoutput) torque when there is a sudden change from a demanded wheeltorque having a positive value to a negative value in order to preventNVH issues from occurring within the powertrain or other components ofthe drivetrain. Negative values of wheel torque may refer to adecelerating or braking event of the HEV 10 while positive values ofwheel torque may refer to an acceleration event of the HEV 10. Thedescribed example of the filtered demanded wheel torque 100 may bereferred to as an anti-jerk torque control system or an anti-jerk torqueschedule. A third plot on the graph represents the available powertrainregenerative braking torque (or powertrain regenerative braking torquelimit) 102 plotted against time, which is also represented by the firstinput block 88 of the brake control unit 64 in FIG. 5. A fourth plot onthe graph represents total brake torque demand 104 plotted against time,which is also represented by the third input block 92 brake control unit64 in FIG. 5. A fifth plot on the graph represents the friction braketorque request 106 plotted against time, which is generated at thefriction brake torque request calculation block 96 in FIG. 5.

When a vehicle user releases the accelerator pedal 52, which isrepresented as the event occurring at time t₁, the unfiltered demandedwheel torque 98 may quickly dropped to a demanded negative wheel torquevalue at time t₂. The negative wheel torque value at time t₂ representsthe wheel torque value when the accelerator pedal 52 is completelyreleased (which may be referred to as the lift pedal torque request)prior to receiving a braking torque request. The filtered demanded wheeltorque request 100, however, will prevent the actual wheel torque fromdropping as quickly as the unfiltered demanded wheel torque 98 toprevent NVH issues in order to improve the drivability of the HEV 10.The actual wheel torque may be approximately equal to the filtereddemanded wheel torque request 100.

Shortly after the user releases the accelerator pedal 52, between timest₃ and t₄, the filtered demanded wheel torque 100 will experience aperiod of time where torque is decreased (or ramped down) to simulate adamping torque that occurs from a controlled throttle closing, which mayincluding damping resulting from engine compression. This period of timemay be referred to as a damping (or dashpot) period 108. Once thedamping period ends at time t₄, the filtered demanded wheel torquerequest 100 continues to decrease during a period of lash crossing 110.Lash crossing refers to a period of time where there is a change indirection in the torque being transferred through the powertrain anddrivetrain. The rate at which the filtered demanded wheel torque 100decreases during the period of lash crossing 110 is less than the rateat which the filtered demanded wheel torque 100 decreases during thedamping period 108. The period of lash crossing 110 occurs between timest₄ and t₅. The period of lash crossing 110 may be divided into twoperiods, the first corresponding to positive filtered demanded wheeltorque request values while the other corresponds to negative filtereddemanded wheel torque request values. The portion of the period of lashcrossing 110 where the filtered demanded wheel torque request 100 haspositive values occurs between times t₄ and t₆. The portion of theperiod of lash crossing 110 where the filtered demanded wheel torquerequest 100 has negative values occurs between times t₆ and t₅. Once theperiod of lash crossing 110 is completed at time t₅, the rate at whichthe filtered demanded wheel torque request 100 decreases is increaseduntil the filtered demanded wheel torque request 100 is ramped to thetorque value of the unfiltered demanded wheel torque 98 at time t₇. Attime t₇, the filtered demanded wheel torque request 100 merges with theunfiltered demanded wheel torque 98 resulting in a single unfiltereddemanded wheel torque.

When a vehicle user depresses the brake pedal 58 (which is demonstratedas occurring beginning at time t₈), the controller 50 will need todetermine if it is possible to utilize the braking energy for somepurpose or recapture the braking energy to charge the battery 20 withthe M/G 18 via regenerative braking. First, the available powertrainregenerative braking torque 102 is determined based on the control logicand/or algorithms of the interface 72 from the vehicle control unit 62to the brake control unit 64. As previously stated, the availablepowertrain regenerative braking torque 102 is based on the output of thearbitration block 86 in FIG. 5, which is an arbitration between theconstrained wheel torque request and the maximum of the transmissionregenerative braking torque limit and the torque limit of the M/G 18(taking into account the charge limit of the battery 20). Again, themaximum of the transmission regenerative braking torque limit and thetorque limit of the M/G 18 (taking into account the charge limit of thebattery 20) is determined in the maximum block 84. For simplicitypurposes, the output of the maximum block 84 will be referred to as thepowertrain maximum regenerative braking torque. The process occurringwithin the arbitration block 86 will limit the available powertrainregenerative braking torque 102 to the torque schedule of the filtereddemanded wheel torque 100, during a period decreasing demanded wheeltorque until the filtered demanded wheel torque 100 merges with theunfiltered demanded wheel torque 98 at time t₇. During a first periodfrom time t₈ to time t₆, when the filtered demanded wheel torque 100 ispositive after the vehicle user depresses the brake pedal 58, theavailable powertrain regenerative braking torque 102 will be limited tozero. The first period, from time t₀ to time t₆, includes the dampingperiod 108 and a first portion of the period of lash crossing 110,between times t₄ and t₆, corresponding to the portion of the period oflash crossing 110 where the filtered demanded wheel torque 100 ispositive. Once the filtered demanded wheel torque 100 becomes negativeduring the period of lash crossing 110 at time t₆, the availablepowertrain regenerative braking torque 102 will be equal to the filtereddemanded wheel torque 100 during a second period. The second periodcorresponds to a time period between t₆ (the filtered demanded wheeltorque 100 becoming negative during the period of lash crossing 110) andt₅ (the completion of the period of lash crossing 110). Once the periodof lash crossing is complete at time t₅, the available powertrainregenerative braking torque 102 is no longer limited by the wheel torqueschedule of the filtered demanded wheel torque 100 and is be ramped toobtain the powertrain maximum regenerative braking torque at time t₇.

Also, when the vehicle user is depresses the brake pedal 58 at time t₈,the total brake torque demand 104 will be filled by the friction braketorque request 106 until the available powertrain regenerative brakingtorque 102 drops below the lift pedal torque request at time t₉. Oncethe available powertrain regenerative braking torque 102 drops below thenegative value of the lift pedal torque request at time t₉, an actualregenerative braking torque (which is limited to available powertrainregenerative braking torque 102) will be requested and commanded (basedon the total brake torque demand 104, and a need, demand, or request torecapture braking energy to charge the battery 20 or a need to utilizebraking energy for some other purpose). The negative value of thefriction brake torque request 106 will decrease by the amount ofdelivered actual regenerative braking torque. The actual regenerativebraking torque will be limited by the constraints such as thetransmission regenerative braking torque limit and the torque limit ofthe M/G 18 (which may be limited by the capacity of the battery 20receive charge). In the shown example, the actual regenerative brakingtorque is represented by the line 107 and is the difference between thetotal brake torque demand 104 and the friction brake torque request 106.In the shown example, the actual regenerative braking torque 107 wouldnot satisfy the brake torque request 106, during a period of anincreasing brake torque request 106, even if the M/G 18 were availableand the battery state of charge was such that regenerative braking alonecould satisfy the braking request, since the actual regenerative brakingtorque 107 is limited to the available powertrain regenerative brakingtorque 102. Between the time period t₉ and t₇, the negative value of thefriction braking torque request 106 is decreased as the actualregenerative braking torque is increased. In the example depicted inFIG. 6, the negative friction braking torque request 106 and the actualregenerative braking torque are ramped to steady values at time t₇,however, it should be understood that the negative friction brakingtorque request 106 and the actual regenerative braking torque may beramped to non-steady state values and may change as a demand for brakingand the system constraints change. Furthermore, it should be understoodhowever that the actual regenerative braking 107 could have a valueanywhere between zero and the available powertrain regenerative brakingtorque 102, after the available regenerative braking torque 102 obtainsa negative value, based on the need to utilize braking energy orrecapture braking energy to charge the battery 20. Accordingly, if theactual regenerative braking torque does have a different value thanshown, the friction brake torque request 106 would be adjustedaccordingly such that the actual regenerative braking torque and thefriction brake toque request 106 would achieve the total brake torquedemand 104. Furthermore, it should be understood that the negative valueof the lift pedal torque request could be dynamic and different from thevalue shown in FIG. 6 and the time at which a brake demand starts (t₈)could be adjusted to occur at a different time that shown. If the liftpedal torque request is different or the time of the brake demand isshifted, the friction brake torque request 106 and the actualregenerative braking will be adjusted accordingly based on thedescription above.

Referring to FIG. 7, the interface 70 between the vehicle control unit62 and the transmission control unit 66 of the controller 50 isillustrated. FIG. 7 also illustrates the how the transmission controlunit 66 capacitizes the torque converter bypass clutch 34 during aregenerative braking event. Capacitizing a clutch may refer to adjustingthe capacity of a clutch to transfer torque from an input side to anoutput side of the clutch when the clutch is in a closed-state. Thebypass clutch 34 will be in an open state when the input and outputsides of the bypass clutch 34 are not in contact with each other. Thebypass clutch 34 will be in a closed-state when the input and outputsides of the bypass clutch are in contact with each other in either alocked or slipping condition. The capacity of the torque converterbypass clutch 34 may be increased by increasing the contact pressurebetween the input and outside side of the bypass clutch 34. The capacityof the torque converter bypass clutch 34 may be decreased by decreasingthe contact pressure between the input and outside side of the torqueconverter bypass clutch 34. An actuator may be used to increase ordecrease the pressure between the input and output sides of the torqueconverter bypass clutch 34. Actuators may include hydraulic pistons,pneumatic pistons, electrical solenoids, electric motors (e.g., servomotors), or any other actuator known in the art that is capable forcingopposing sides of clutch into and out of engagement with each other. Theinterface 70 and transmission control unit 66 include control logicand/or algorithms that perform the various functions of the interface 70and transmission control unit 66 that are described below.

The interface 70 includes a first input block 112, a second input block114, a third input block 116, a fourth input block 118, a fifth inputblock 120, a first maximum block 122, a subtraction block 123, a secondmaximum block 124, an addition block 126, and an arbitration block 128.The first input block 112 transmits a signal indicative of the totalbrake torque demand to the second maximum block 124. The second inputblock 114 transmits a signal indicative of the vehicle stability torquelimit to the first maximum block 122 while the third input block 116transmits a signal indicative of the torque limit of the M/G 18 (whichmay be limited by the capacity of the battery 20 receive charge) to thefirst maximum block 122. A signal indicative of the maximum of thevehicle stability torque limit and the torque limit of the M/G 18 (whichmay be limited by the capacity of the battery 20 receive charge) is thentransmitted from the first maximum block 122 to the subtraction block123 while the fourth input block 118 transmits a signal indicative ofthe wheel torque demand from accelerator pedal 52 to the subtractionblock 123. A signal indicative of the difference between the maximum ofthe vehicle stability torque limit and the torque limit of the M/G (18determined at block 122) and the wheel torque demand from acceleratorpedal 52 (input from block 118) is then input from the subtraction block123 into the second maximum block 124. A signal indicative of themaximum of the total brake torque demand and the output of subtractionblock 123 is then transmitted from the second maximum block to theaddition block 126. The fourth input block 118 transmits a signalindicative of the wheel torque demand from accelerator pedal 52 to theaddition block 126. The addition block 126 then sends a signalindicative of the addition of the wheel torque demand from acceleratorpedal 52 and the output of the second maximum block 124 to thearbitration block 128. The fifth input block 120 transmits a signalindicative of the constrained wheel torque request to the arbitrationblock 128. The arbitration block 128 then transmits a signal indicativeof a total wheel regenerative braking request (or total powertrainoutput regenerative braking request) to the transmission control unit66.

The transmission control unit 66 includes a first input block 130, asecond input block 132, an arbitration block 134, and the torqueconverter bypass clutch capacity control block 136. The first inputblock 130 transmits a signal indicative of the total wheel regenerativebraking torque request to the arbitration block 134. The total wheelregenerative braking torque request is received by the first input block130 from the arbitration block 128 of the interface 70 between thevehicle control unit 62 and the transmission control unit 66. The secondinput block 132 transmits a signal indicative of a base torque converterbypass clutch capacity request to the arbitration block 134. The basetorque converter bypass clutch capacity request may be based on astandard control that includes control logic and/or algorithms thatcapacitize torque converter bypass clutch 34 without considering afiltered or constrained demanded wheel torque (or filtered demandedpowertrain output torque), such as an anti-jerk control. The arbitrationblock 134 then transmits a signal to the torque converter bypass clutchcapacity control block 136 to control the torque converter bypass clutch34 based on either the total wheel regenerative braking torque requestfrom the first input block 130 or the base torque converter bypassclutch capacity request from the second input block 132. The torqueconverter bypass clutch capacity control block 136 then transmits asignal indicative of the desired torque capacity of the torque converterbypass clutch 34 to capacitize the torque converter bypass clutch 34.

Referring to FIG. 8, an exemplary graph representing the relationshipsbetween wheel torque, regenerative braking torque, and the torquecapacity of the torque converter bypass clutch 34 is illustrated. Therelationships represented in the graph are based on the functionality ofthe controller 50, including the functionality of, but not limited to,the interface 70 from the vehicle control unit 62 to the transmissioncontrol unit 66 and the transmission control unit 66. A first plot onthe graph represents an unfiltered demanded wheel torque (or unfiltereddemanded powertrain output torque) 98′ plotted against time, a secondplot on the graph represents a filtered demanded wheel torque (orfiltered demanded powertrain output torque) 100′ plotted against time,and a third plot on the graph represents total brake torque demand 104′plotted against time. The unfiltered demanded wheel torque 98′, filtereddemanded wheel torque 100′, and the total brake torque demand 104′ inFIG. 8 will include the same limitations and characteristic as theunfiltered demanded wheel torque 98, filtered demanded wheel torque 100,and the total brake torque demand 104 described in FIG. 6, respectively,except for any differences described herein with respect to FIG. 8.Also, any the times labeled t₁ through t₉ that are included in FIG. 8,corresponds to the same occurrence or event that is associated with therespective time t₁ through t₉ shown in FIG. 6 unless otherwise describedherein.

FIG. 8 also includes a plot on the graph representing a wheel torquerequest that ignores the transmission regenerative braking limit 138plotted against time and a plot on the graph representing the totalwheel regenerative braking torque request 142 plotted against time. Thetotal wheel regenerative braking torque request 142 will be limited bythe filtered demanded wheel torque 100′ in the same manner as theavailable powertrain regenerative braking torque 102 is limited by thefiltered demanded wheel torque 100 in FIG. 6, except that the totalwheel regenerative braking torque request 142 may decrease to a negativevalue of the wheel torque request that ignores the transmissionregenerative braking limit 138 at time t₁₀. The total wheel regenerativebraking torque request 142 will decrease to the wheel torque requestthat ignores the transmission regenerative braking limit 138 so that thetorque converter bypass clutch 34 may be properly capacitized to theregenerative braking torque demand (with an appropriate margin above atheoretical value to ensure no slippage actually occurs) based on thetorque limits of the M/G 18 (taking into account the charge limit of thebattery 20) without being affected by the transmission regenerativebraking torque limit.

FIG. 8 also includes a plot on the graph that represents the torquecapacity of the bypass clutch 140 plotted against time. The torquecapacity the bypass clutch 140 is plotted in FIG. 8 to demonstrate howthe torque converter bypass clutch 34 may be capacitized during aregenerative braking event based on the functionality of the controller50 including the functionality of, but not limited, the interface 70from the vehicle control unit 62 to the transmission control unit 66 andthe transmission control unit 66.

When a vehicle user releases the accelerator pedal 52 at time t₁, thetorque capacity of the bypass clutch 140 may begin to decrease,immediately or shortly thereafter, until it obtains a minimumclosed-state value at time t₁₁. The torque capacity of the torqueconverter bypass clutch 34 may be reduced at a constant rate to theminimum closed-state value in response to a detected decreasing value ofthe unfiltered demanded wheel torque 98′, in response to the unfiltereddemanded wheel torque 98′ approaching or obtaining a zero value, or inresponse to the unfiltered demanded wheel torque 98′ obtaining anegative value while the filtered demanded wheel torque 100′ remainspositive. From time t₁₁ and until the filtered demanded wheel torque100′ obtains a negative value at time t₆, the torque capacity of thebypass clutch 140 remains at the minimum closed-state value, unless thetorque demand changes by some event (such as the user re-applying theaccelerator pedal 52). During the period of time between t₁ to t₆, thearbitration block 134 will direct the bypass clutch capacity controlblock 136 to control the torque converter bypass clutch 34 based on thebase torque converter bypass clutch capacity request, represented by thesecond input block 132 (and not the total wheel regenerative brakingtorque request 130), since the filtered demanded wheel torque 100′remains positive and the total wheel regenerative braking torque request142 is zero. Also, during the time period between t₁ to t₆, the torquecapacity of the converter bypass clutch is reduced to the minimumclosed-state value since the unfiltered demanded wheel torque 98′ isreduced to a negative value while total wheel regenerative brakingtorque request 142 is zero.

During the period of time after t₆ when the filtered demanded wheeltorque 100′ and total wheel regenerative braking torque request 142become negative, the arbitration block 134 will direct the bypass clutchcapacity control block 136 control the torque capacity of the torqueconverter bypass clutch 34 based on the total wheel regenerative brakingtorque request 142, also represented by the first input block 130. Theplot representing the torque capacity of the bypass clutch 140 isincreased after time t₆. The torque capacity of the bypass clutch 140may increase as the negative value of the total wheel regenerativebraking torque request 142 increases or decrease as the negative valueof the total wheel regenerative braking torque request 142 decreases.

For illustrative purposes, the negative value of the total wheelregenerative braking torque request 142 increases in FIG. 8 at the samerate that the negative value of the filtered demanded wheel torque 100′increases between times t₆ and t₇ to demonstrate how the torqueconverter bypass clutch 34 is capacitized during regenerative braking.However, the total wheel regenerative braking torque request 142 aftertime t₆ could be ramped at a different rate from and have a differentvalue than the filtered demanded wheel torque 100′. Therefore, it shouldbe understood that the increase in the capacity of the bypass clutch 34after time t₆ could be different from what is demonstrated in FIG. 8.More specifically, the total wheel regenerative braking torque request142 between times t₆ and t₇ could have any value between zero and thefiltered demanded wheel torque 100′. After time t₇, the total wheelregenerative braking torque request 142 could have any value betweenzero and unfiltered demanded wheel torque 98′. For torque converterbypass clutch 34 capacitizing purposes only, at time t₇ the totalregenerative braking torque request 142 may appear to be ramped to thewheel torque request that ignores the transmission regenerative brakinglimit 138 at time t₁₀. It should be noted, however that real wordregenerative braking may not have a greater negative value than eitherthe filtered demanded wheel torque 100′ or the unfiltered demanded wheeltorque 98′, depending on which is currently controlling the regen limit,similar to how the available powertrain regenerative braking torque 102may not have a greater negative value than either the filtered demandedwheel torque 100 or the unfiltered demanded wheel torque 98, describedin FIG. 6 above.

As described above, the total wheel regenerative braking torque request142 will be a function of the unfiltered demanded wheel torque 98′ orthe filtered demanded wheel torque 100′ depending on current conditionsof the vehicle powertrain. The capacity of the torque converter bypassclutch 34 in turn is a function of the total wheel regenerative brakingtorque request 142 and may ignore the transmission regenerative brakinglimit when the total wheel regenerative braking torque request 142 isbased on the unfiltered demanded wheel torque 98′. More, specifically,the negative value of the total regenerative braking request 142 mayincrease as negative values of the unfiltered demanded wheel torque 98′or the filtered demanded wheel torque 100′ increase, depending on whichis controlling the regenerative braking request 142 based on currentconditions of the vehicle powertrain. The capacity of the torqueconverter bypass clutch 34 in turn may increase as the negative valuesof the total regenerative braking request 142 increases. Therefore, thecapacity of the torque converter bypass clutch 34 may increase asnegative values of the unfiltered demanded wheel torque 98′ or thefiltered demanded wheel torque 100′ increase, depending on which iscontrolling the regenerative braking request 142 based on currentconditions of the vehicle powertrain.

Furthermore, the capacity of the torque converter bypass clutch 34 mayincrease proportionally to a negative increase in the value of the totalregenerative braking request 142, the unfiltered demanded wheel torque98′, the filtered demanded wheel torque 100′, or the wheel torquerequest that ignores the transmission regenerative braking limit 138,depending on which of unfiltered demanded wheel torque 98′ or thefiltered demanded wheel torque 100′ is currently controlling theregenerative braking request 142. For example, during a second portionof the period of lash crossing 110, between times t₆ and t₅ andfollowing the period between t₁₁ and t₆ where the torque capacity of thetorque converter bypass clutch 34 is at minimum closed-state value, thetorque capacity of the torque converter bypass clutch 34 may beincreased at a first rate that is in proportion to the rate of increasein the negative value of the total regenerative braking request 142and/or the rate of increase in the negative value of the filtereddemanded wheel torque 100′. Furthermore, after the period of lashcrossing, the torque capacity of the torque converter bypass clutch 34may be increased at a second rate that is in proportion to a second rateof increase in the negative value of the total regenerative brakingrequest 142 and/or the rate of increase in the negative value of thefiltered demanded wheel torque 100′. The rate of increase in the torquecapacity of the torque converter bypass clutch 34 during the periodbetween times t₁₁ and t₆ may be greater than rate of increase of thetorque capacity of the torque converter bypass clutch 34 during thesecond portion of the period of lash crossing 110, between times t₆ andt₅. The rate of increase in the negative value of the total regenerativebraking request 142 and/or the rate of increase in the negative value ofthe filtered demanded wheel torque 100′ during the period between timest₁₁ and t₆ may be greater than the rate of increase in the negativevalue of the total regenerative braking request 142 and/or the rate ofincrease in the negative value of the filtered demanded wheel torque100′ during the second portion of the period of lash crossing 110,between times t₆ and t₅.

Controlling the capacity of the torque converter bypass clutch 34, basedon the base torque converter bypass clutch capacity request 132, beforethe filtered demanded wheel torque 100′ achieves a negative value,prevents wasting energy which may occur when the torque converter bypassclutch 34 is capacitized for regenerative braking prior to there beingwheel torque that is less than zero (which is required beforeregenerative braking may occur). Furthermore, controlling the capacityof the torque converter bypass clutch 34 based on the filtered demandedwheel torque 100′ as opposed to controlling the capacity of the torqueconverter bypass clutch 34 based on the unfiltered demanded wheel torque98′, when the filtered demanded wheel torque 100′ has a smaller negativevalue than the unfiltered demanded wheel torque 98′, prevents wastingenergy by capacitizing the torque converter bypass clutch to the actualregenerative braking needs. Also, controlling torque converter bypassclutch 34 based on the total wheel regen torque request 130 allows thecapacity to increase ahead of the applied M/G 18 or Engine 14 to theinput of the torque converter 30 ensuring timely regen capture (sincethe M/G 18 can respond very fast compared to an engine).

Referring to FIGS. 9 and 10, flowcharts representative of a method forcontrolling the torque capacity of the torque converter bypass clutch 34is illustrated. The method may be stored as an algorithm and/or controllogic within the controller 50. The method may be implemented by thecontroller 50 based on various conditions of the vehicle 10. Theflowchart in FIG. 9 determines whether to control the torque capacity ofthe torque converter bypass clutch 34 based on the base torque converterbypass clutch capacity request or based on an arbitration between theregenerative braking torque request and the impeller torque command. Theflowchart in FIG. 9 is similar to the process in FIG. 7 where thearbitration block 134 then transmits a signal to the torque converterbypass clutch capacity control block 136 to control the torque converterbypass clutch 34 based on either the total wheel regenerative brakingtorque request from the first input block 130 or the base torqueconverter bypass clutch capacity request from the second input block132. The flowcharts in FIGS. 9 and 10, however, differ from the processin FIG. 7 in that the impeller torque command is also taken into accountand the regenerative braking torque request is the regenerative brakingtorque request at the impeller of the torque converter 22 and not at thedrive wheels 42.

The method begins in the flowchart of FIG. 9 by inputting theregenerative braking torque request at the impeller of the torqueconverter 22, illustrated by block 200, and inputting the impellertorque command, illustrated by block 202, into decision block 204. Atdecision block 204 it is determined if the minimum of the regenerativebraking torque request 200 and the impeller torque command 202 is lessthan zero. If the minimum of the regenerative braking torque request 200and the impeller torque command 202 is not less than zero, the torquecapacity of the torque converter bypass clutch 34 will be controlledaccording to the base torque converter bypass clutch capacity request atblock 206 (similar to block 132 in FIG. 7). If the minimum of theregenerative braking torque request 200 and the impeller torque command202 is less than zero, the torque capacity of the torque converterbypass clutch 34 will be controlled according to either the regenerativebraking torque request 200 or the impeller torque command 202 at block208. The regenerative braking torque request 200 or the impeller torquecommand 202 may or may not be limited by some constraint (such as ananti-jerk constraint during a lash crossing of the powertrain). Forexample, the regenerative braking torque request 200 at the impeller maybe limited in the same manner that the available powertrain regenerativebraking torque 102 is limited to the filtered demanded wheel torque 100,depicted in FIG. 6 above.

The algorithm for controlling the torque converter bypass clutch 34according either regenerative braking torque request 200 or the impellertorque command 202 at block 208 is depicted in further detail in FIG.10. First, it is determined at decision block 210 if the absolute valueof a negative regenerative braking torque request 200 is greater thanthe absolute value of a negative impeller torque command 202 (or if oneof the regenerative braking torque request 200 or the impeller torquecommand 202 is negative while the other is not).

If the absolute value of the negative regenerative braking torquerequest 200 is not greater than the absolute value of the absolute valueof the negative impeller torque command 202 (or if the impeller torquecommand 202 is negative and while regenerative braking torque request200 is not negative), the method moves on to block 212 where the torquecapacity of the torque converter bypass clutch 34 is controlled based onthe negative impeller torque command 202. The torque capacity of thetorque converter bypass clutch 34 may be controlled or adjusted inproportion to the impeller torque command 202. For example, the torquecapacity of the torque converter bypass clutch 34 may increaseproportionally to an increase in the negative value (moving further awayfrom zero while maintaining a negative value) of the impeller torquecommand 202 or decrease proportionally to an decrease in the negativevalue (moving closer to zero value while maintaining a negative value)of the impeller torque command 202.

If the absolute value of the negative regenerative braking torquerequest 200 is greater than absolute value of the negative the impellertorque command 202 (or if the regenerative braking torque request 200 isnegative and while impeller torque command 202 is not negative), themethod moves on to block 214 where the torque capacity of the torqueconverter bypass clutch 34 is controlled based on the negativeregenerative braking torque request 200 at the impeller of the torqueconverter 22. The torque capacity of the torque converter bypass clutch34 may be controlled or adjusted in proportion to the negativeregenerative braking torque request 200. For example, the torquecapacity of the torque converter bypass clutch 34 may increaseproportionally to an increase in the negative value (moving further awayfrom zero while maintaining a negative value) of the regenerativebraking torque request 200 or decrease proportionally to an decrease inthe negative value (moving closer to zero value while maintaining anegative value) of the regenerative braking torque request 200.

Negative torque values of either the regenerative braking torque request200 or the impeller torque command 202 refer to scenarios where torqueis being applied to slow the vehicle 10 as opposed to accelerating thevehicle 10. This may occur during periods of regenerative braking orengine braking. Increases in the negative value of either theregenerative braking torque request 200 or the impeller torque command202 may occur during a release (tip-out) of the accelerator pedal 52 oran application of the brake pedal 58. Decreases in the negative value ofeither the regenerative braking torque request 200 or the impellertorque command 202 may occur during a release of the brake pedal 58 oran application (tip-in) of the accelerator pedal 52. Scenarios where thenegative impeller torque command 202 may have a greater absolute valuethan the negative regenerative braking torque request 200 (or where theimpeller torque command 202 is negative and while regenerative brakingtorque request 200 is not negative) may include periods right afterreleasing the brake pedal 58 or during periods where an inverse surgeprotection limit is active. An inverse surge protection limit may be anupper limit of the negative impeller torque command 202 that maintains aminimum absolute value of the negative impeller torque command 202 toincrease the quality of transmission shifts. Scenarios where thenegative regenerative braking torque request 200 may have a greaterabsolute value than the negative the impeller torque command 202 (orwhere the regenerative braking torque request 200 is negative and whileimpeller torque command 202 is not negative) may include periods rightafter the tip-out of the accelerator pedal 52, during a zero input power(zip) shift, or during periods where an impeller speed protection limitis active. A zip shift includes a shift where the impeller torquecommand 202 is close to zero due to lack of input power from either theengine 14 or the M/G 18. An impeller speed protection limit may be alower limit that prevents the absolute value of the negative impellertorque command from exceeding a maximum value in order prevent theimpeller of the torque converter 22 from stalling.

Referring to FIG. 11, an exemplary graph of the relationships betweenthe impeller torque command, the regenerative braking torque request,and the torque capacity of the torque converter bypass clutch 34 whenutilizing the method described herein to control the torque capacity ofthe torque converter bypass clutch 34 during a vehicle decelerationevent that includes both an accelerator pedal tip-out and a brake pedalrelease is illustrated. The graph includes the regenerative brakingtorque request 200, impeller torque command 202, torque capacity of thetorque converter bypass clutch 216, an actual or measured impellertorque 218, and a theoretical torque capacity of the torque converterbypass clutch 220.

A tip-out of the accelerator pedal 52 is shown to occur between times t₁and t₂. During and immediately after the tip-out of the acceleratorpedal 52, the regenerative braking torque request 200 and the impellertorque command 202 each decrease (or increase in negative value).However, the regenerative braking torque request 200 is negative duringthe tip-out of the accelerator pedal 52 while the impeller torquecommand 202 is non-negative (i.e., has a zero or positive value) or isnegative but has an absolute value that is less than the regenerativebraking torque request 200. Therefore, according the method describedherein, the torque capacity of the torque converter bypass clutch 216 iscontrolled based on and increased in proportion to the regenerativebraking torque request 200 during and immediately after the tip-out ofthe accelerator pedal 52.

A release of the brake pedal 58 is shown to occur between times t₃ andt₄. During and immediately after the release of the brake pedal 52, theregenerative braking torque request 200 and the impeller torque command202 each increase (or decrease in negative value). However, the impellertorque command 202 has a negative value while the regenerative brakingtorque request 200 is non-negative or has a negative value that is lessin absolute value than the impeller torque command. Therefore, accordingthe method described herein, the torque capacity of the torque converterbypass clutch 216 is controlled based on and decreased in proportion tothe impeller torque command 202 during and immediately after the releaseof the brake pedal 52.

The theoretical torque capacity of torque converter bypass clutch 220illustrates controlling the torque capacity of the torque converterbypass clutch 34 based on the actual or measured impeller torque 218. Ifthe torque capacity of the torque converter bypass clutch 34 were basedon the actual or measured impeller torque 218, the torque capacity ofthe torque converter bypass clutch 34 would be insufficient forregenerative braking purposes based on the regenerative braking torquerequest 200 during the tip-out of the accelerator pedal 52 between timest₁ and t₂. Furthermore, if the torque capacity of the torque converterbypass clutch 34 were based on the actual or measured impeller torque218, the torque capacity of the torque converter bypass clutch 34 wouldbe insufficient for regenerative braking purposes and/or as desirednegative impeller torque during transmission shifts, which is indicatedby dips 222 occurring in the theoretical torque of the capacity torqueconverter bypass clutch 220 during transmission shifts. The dips 222indicate that inertia fluctuations caused by transmission shifts are notcompensated for when the torque capacity of the torque converter bypassclutch 34 is based on the actual or measured impeller torque 218.Controlling or adjusting the capacity of the torque converter bypassclutch 34 based on either the regenerative braking torque request 200 orthe impeller torque command 202 (and not based on the actual or measuredimpeller torque 218) compensates for inertia fluctuations duringtransmission shifts, which eliminates the dips 222 that are shown tooccur when the capacity of the torque converter bypass clutch 34 iscontrolled based on the actual or measured impeller torque 218.Therefore either the regenerative braking torque request 200 or theimpeller torque command 202 and not the actual or measured impellertorque 218 is used to control or adjust the torque capacity of thetorque converter bypass clutch.

Referring to FIG. 12, an exemplary graph of the relationships betweenthe impeller torque command, the regenerative braking torque request,and the torque capacity of the torque converter bypass clutch 34 whenutilizing the method described herein to control the torque capacity ofthe torque converter bypass clutch 34 during a zip shift is illustrated.The graph includes the regenerative braking torque request 200, impellertorque command 202, the torque capacity of the torque converter bypassclutch 216, and a theoretical torque capacity of the torque converterbypass clutch 224. During the zip shift between times t₁ and t₂, theregenerative braking torque request 200 has a negative value while theimpeller torque command 202 is either non-negative or has a negativevalue that is less in absolute value than the regenerative brakingtorque request 200. Therefore, according the method described herein,the torque capacity of the torque converter bypass clutch 216 iscontrolled based on and increased in proportion to the regenerativebraking torque request 200 during the zip shift. The theoretical torquecapacity of the torque converter bypass clutch 224 illustrates how thetorque converter bypass clutch 34 would be under capacitized if it wasbased on the impeller torque command 202 as opposed to the regenerativebraking torque request 200. Since the regenerative braking torquerequest 200 has a negative value while the impeller torque command 202is either non-negative or has a negative value that is less in absolutevalue than the regenerative braking torque request 200, capacitizing thetorque converter bypass clutch 34 based on the impeller torque command202 would be insufficient for regenerative braking purposes during a zipshift where regenerative braking is desired. Also during the entire zipshift, there may be no or very limited regenerative braking. It may alsobe advantageous to capacitize the torque converter bypass clutch duringa zip shift where there is no or very limited regenerative braking tohave the bypass properly capacitized during the transition out of thezip shift.

The words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the disclosure. Aspreviously described, the features of various embodiments may becombined to form further embodiments that may not be explicitlydescribed or illustrated. While various embodiments could have beendescribed as providing advantages or being preferred over otherembodiments or prior art implementations with respect to one or moredesired characteristics, those of ordinary skill in the art recognizethat one or more features or characteristics may be compromised toachieve desired overall system attributes, which depend on the specificapplication and implementation. As such, embodiments described as lessdesirable than other embodiments or prior art implementations withrespect to one or more characteristics are not outside the scope of thedisclosure and may be desirable for particular applications.

What is claimed is:
 1. A vehicle system comprising: a controllerprogrammed to adjust a closed-state torque capacity of a clutch, thatbypasses a torque converter of a transmission and is disposed between anelectric machine and a drive wheel, according and in proportion to thegreater in absolute value of a negative impeller torque command to thetorque converter and a negative regenerative braking torque request. 2.The vehicle system of claim 1, wherein the controller is furtherprogrammed to adjust the closed-state torque capacity of the clutch inresponse to the negative impeller torque command and the negativeregenerative braking torque request each increasing in negative valueduring a tip-out of an accelerator pedal.
 3. The vehicle system of claim2, wherein a lower value of the negative impeller torque command islimited to an impeller speed protection limit.
 4. The vehicle system ofclaim 1 further comprising an engine and wherein the controller isfurther programmed to adjust the closed-state torque capacity of theclutch in response to the negative impeller torque command and thenegative regenerative braking torque request during a transmission shiftoccurring in conjunction with an absence of a command to deliverpositive torque from either the engine or the electric machine to thetransmission.
 5. The vehicle system of claim 1, wherein the controlleris further programmed to adjust the closed-state torque capacity of theclutch in response to the negative impeller torque command and thenegative regenerative braking torque request each decreasing in negativevalue during a release of a brake pedal.
 6. The vehicle system of claim5, wherein an upper value of the negative impeller torque command islimited to an inverse surge protection limit.
 7. The vehicle system ofclaim 1, wherein the controller is further programmed to adjust theclosed-state torque capacity of the clutch to compensate for inertiafluctuations during transmission shifts.
 8. A vehicle comprising: apowertrain including a transmission torque converter having a bypassclutch disposed between an electric machine and a drive wheel; and acontroller programmed to adjust a closed-state torque capacity of thebypass clutch according and in proportion to the greater in absolutevalue of a negative impeller torque command to the torque converter anda negative regenerative braking torque request.
 9. The vehicle of claim8, wherein the controller is further programmed to adjust theclosed-state torque capacity of the bypass clutch in response to thenegative impeller torque command and the negative regenerative brakingtorque request each increasing in negative value during a tip-out of anaccelerator pedal.
 10. The vehicle of claim 9, wherein a lower value ofthe negative impeller torque command is limited to an impeller speedprotection limit.
 11. The vehicle of claim 8 further comprising anengine and wherein the controller is further programmed to adjust theclosed-state torque capacity of the bypass clutch in response to thenegative impeller torque command and the negative regenerative brakingtorque request during a transmission shift occurring in conjunction withan absence of a command to deliver positive torque from either theengine or the electric machine to the transmission.
 12. The vehicle ofclaim 8, wherein the controller is further programmed to adjust theclosed-state torque capacity of the bypass clutch in response to thenegative impeller torque command and the negative regenerative brakingtorque request each decreasing in negative value during a release of abrake pedal.
 13. The vehicle of claim 12, wherein an upper value of thenegative impeller torque command is limited to an inverse surgeprotection limit.
 14. The vehicle of claim 8, wherein the controller isfurther programmed to adjust the closed-state torque capacity of thebypass clutch to compensate for inertia fluctuations during transmissionshifts.
 15. A vehicle comprising: an engine and an electric machine eachconfigured to deliver power to a drive wheel through a transmissionhaving a torque converter, the electric machine also configured torecharge a battery during regenerative braking; a torque converterbypass clutch disposed between the electric machine and the drive wheel;and a controller programmed to adjust a closed-state torque capacity ofthe bypass clutch according and in proportion to the greater in absolutevalue of a negative impeller torque command to the torque converter anda negative regenerative braking torque request.
 16. The vehicle of claim15, wherein the controller is further programmed to adjust theclosed-state torque capacity of the bypass clutch in response to thenegative impeller torque command and the negative regenerative brakingtorque request each increasing in negative value during a tip-out of anaccelerator pedal.
 17. The vehicle of claim 15, wherein a lower value ofthe negative impeller torque command is limited to an impeller speedprotection limit.
 18. The vehicle of claim 15 further comprising anengine and wherein the controller is further programmed to adjust theclosed-state torque capacity of the bypass clutch in response to thenegative impeller torque command and the negative regenerative brakingtorque request during a transmission shift occurring in conjunction withan absence of a command to deliver positive torque from either theengine or the electric machine to the transmission.
 19. The vehicle ofclaim 15, wherein the controller is further programmed to adjust theclosed-state torque capacity of the bypass clutch in response to thenegative impeller torque command and the negative regenerative brakingtorque request each decreasing in negative value during a release of abrake pedal.
 20. The vehicle of claim 15, wherein an upper value of thenegative impeller torque command is limited to an inverse surgeprotection limit.